Diluting device for internal-combustion engines



Sept. 30. 1924. 1,510,151

L. C. MOORE DILUTING DEVICE FOR INTERNAL COMBUSTION ENGINES Filed Feb.2, 1922- 3 Sheets-Shut l gwuowtox L CMooI'e Sept. 30 1924.

1.. c. MOORE DILUTING DEVICE FOR INTERNAL COMBU "STION ENGINES FiledFeb. 2, 1922 5 Shanta- Sheet 3 grwanfw L C.MOOJ'e v amm s Sept, 30,1924. 3 1,510,151

L. c. MOORE DILUTING DEVICE FOR INTERNAL COMBUSTION ENGINES Filed Feb.2, 1922 3 Sheen-$58M s R I v gnocntw G-fww i, iktomes a 2 cylinders;

for heatingfthe air and steam and wherein Patented Sept. 30,. 192.4, f

PATENT oF Fic-EQ LAWRENCE CLYDE, Moon-n, or :PIQUA, omo, AssrenonorONE-HALF To JoHN HEnRY MOORE, or LIMA, OHIO.

DILnTrNe nnv on FOR INTERNAL-COMBUSTION"ENGINES;

1 ilpplieationfiled February 2, 1922. sen-a1 N6. 533,550."

To all whom it"may concern. I

Be it known that I, LAWRENCE C. Moore, citizen of the United States,residing at Piqua, in the county of Miami and State of Ohio, haveinvented certain new and useful Improvements in Diluting Devices. forInternal-Combustion Engines, of, which the following'is a specification.p 7

Thisinvention relates to'an improved diluting device for internalcombustion engines and seeksas one of itsprincipalfobjects, to provide adevice. for introducing a mixture .ofheated air and steam into the fuelmixtureof an enginefor thus increas-- ing' the'combustibility oftheffuel mixture and accordingly increasing "the eiiiciency of theenginewhile tending to cool the. engine cylinders as well as deter theformation of carbon in-the firing "chambers of the TA furtherobject ofthe invention is to provide aydQVlCG embodying a superheater theflow ofmixed air and steam tothe fuel mixture of the engine may be readilycontrolled Q 'And the invention has as a still further objectto providea devicejwell adapted for use in connection'with the various makes ofengines as now upon the market.

gOther and incidental objects will appear hereinafter. r

Inthe drawings:' Figure 1 is aper'sp'ective view showing myimproveddiluting device in connection with a -conventiona1 internalcombustion engine jandr",shown in section, v I Figure 6 is a'detailsection showing a slightlymodified construction,

"detail-elevation of the (115-.

Figure 7 is a plan View showing'a modified form of control mechanism forthe valve of the device, and 1 F ignre 8 is a detail perspective view ofthe pontrol mechanism illustrated in Fig- I s, I

\ Referring now'more particularlydtocthe drawings, I have shown myimproved device in connection with'a conventional internalcombustione-ngine 10, the device being particularly adapted for use inconnection with Ford engines; However, I do not wish to be limitedinthis regard sincethe device'wil'l proveequally efficient when used inco nneetion with engines of other makes. The overfiow pipe of theradiator is indicated at 12 Iand,-as is well known, thiswpipe extendsfrom a point withinthe filler tubeof the radiator downwardly to a pointexterior to the radiator. The-intake manifold of the'engine is indicatedat 13 and the exhaust manifold at 14. j Associated with the. intakemanifold is the engine carburetor 15..

g carrying the invention into effect, .I employ a .sup'erheatercomprising spaced parallel pipes 16 detachably connected near the rearends thereofias shown in detail in Figure 4, by a cross pipel? andclosing the superheater pipesfat theiradjacent ends are plugs 18threaded into. the pipes so that the superheater pipes may be readilycleaned. As shown in Figure.1,'the superheater pipes are arranged tostraddle the exhaust manifold 1 4 of the engine extendingv longitudi'nally of .the manifold, the pipes resting against the manifold to beeffectually heated thereby, and leading'forwardly from one of.

said pipes a combined air and steam pipe 1 I '19. As shown in .detail'in Figure 3,'the.

- pipe'19' extends through the'baok wall. of

the top'tank oftheradiator 1 1 and is thence directed upwardly ,within'the filler tube of the radiator to a point above the upper. end

. of theoverflow'p'ipe 12 so that Waterin the radiator 1 cannot? rise toa I level 1 above. 'theupper-end of the pipe 19;, Fixed upon saidpipe'at the backw'all of thetop tank is a sleeve 20- soldered -orotherwise securedto shoulder and the inner face of the back wall is agasket 22 while a similar gasket 23 is arranged upon the sleeve toconfront the outer face of the back wall. Threaded upon the sleeve is anut 24 which may be adjusted for tightly clamping the gaskets betweensaid nut and the shoulder 21 coacting with the back wall of the top tankto provide a sealed joint. Thus, the pipe 19 may 3e readily connectedwith the top tank without the use of solder but to facilitate themounting of the pipe upon the tank, I preferably form said pipe insections and connecting said sections is an appropriate coupling 25.

Leading downwardly and rearwardly' from the forward end of the otherofthe superheater pipes 16 is an outlet pipe 26 and interposed in saidpipe is an appropriate control valve 27 operable by a lever 28.Swingingly connected at one end to this lever is a control rod 29 whichextends rearwardly to a (point where the rod may be conveniently reachedso that the valve may be manually controlled with ease. At its rear endthe pipe 26 is connected to a distributer block 30. As shown in detailin Figure 2, the block 30 is shaped to fit between the confrontingflanges of the manifold 13 and carburetor l5 and is secured byappropriate bolts extending between the flanges through the block. Thisblock is formed centrally with a passage31 registering with the passagesof the carbureter and manifold and entering through one side of theblock is .an opening 32 while at its opposite side the block is providedwith a socket 33. Fitting through the opening 32 is a discharge nozzle34 extending diametrically of the passage 31. At one end this nozzlesnugly seats in the socket 33 while at its opposite end said nozzle isprovided with threads to engage the threads of the opening 32 so thatthe nozzle is thus removably secured upon the block, and formed in thenozzle at its forward side is a plurality of discharge openings 35leading into the passage 31. Threaded upon the lower end of the nozzleis an elbow 36 connecting the pipe. 26 with the n zzl I As will now bereadily understood in view of the preceding description, when the engineis running and the valve 27 is open, engine suction will draw a mixtureof steam and air from the radiator 11 through the pipe 19 intothesuperheater, air being supplied to the radiator through the overflowpipe 12. The mixture of steam and air will then flow rearwardly throughone pipe of thesuperheater and then, forwardly through the other pipethereof so-that the steam and air will be superheated, when the mixturewill be thence drawn through the pipe 26 andinto the nozzle 34 to bedischarged into the intake manifold. Upon entering the manifold, themixture of steam and air will, of course, mingle with the fuel mixturein the manifold so that the. fuel mixture will contain. not only anauxiliary supply of oxygen but also supply of moisture. As is wellknown, the combustibilit of the fuel m=ixturewill thus be appreciablyenhanced for accordingly enhancing the elliciency of the engine whilethe presence of the moisture in the fuel mixture. will tend to cool theengine cylinders. Furthermore, the moisture will, as is also .wellknown, tend to prevent the formation of carbon in the cylinders. Thevalve 27 may, of course, be adjusted from time to time to regulate theflow of air and steam through the manifold in order to secure the bestresults. I accordingly provide an exceedingly efficient device for thepurpose set forth and, as will now be appreciated, a device which may bereadily installed.

In'Figure 6 of the drawings, I have illustrated a slight modificationwhich pertains more particularly to the superheater. In

this-figure, an engine block is indicated at 37 and the exhaust manifoldof the engine at 38. Integrall-y -formed on the manifold at its upperside are superheater tubes or pipes 39 corresponding to the pipes 16 ofthe preferred construction. in this modification, the superheater is apermanent part of the exhaust manifold.

In Figures 7 and 8 of "the drawings, I have illustrated a slightlymodified form of control for the valve of the device, the device beingshown, in Figure 7, in connec tion with the engine 40 of a Ford vehicle.The steering rod of the vehicle is indicated at 41, the throttle controlrod at 42, and

the spark control rod at 43. The superheater of the present device isindicated at 44, the outlet pipe leading from said superheater at 45,the control valve interposed in said pipe at 46, and the valve lever at47.

In the present modification, I employ an arm48 which, as shown. is fixedto the throttle control rod 42 and extending be tween said arm and thecontrol valve lever 47 is a rod 49. Thus, when the rod 42 is rotated foropening the throttle valve of the engine. the valve lever '47 will beswung for coincidently opening the valve 46. Accordingly, the How of hotair and steam to the intake manifold of the engine will be Accordingly,

automatically regulated to conform to any increase or decrease in theflow of fuelmixvtnre to the engine. I

Having thus described the invention, what is claimed as new is:

In diluting device for internal combustion engines. a rigid superheaterunit including spaced superheater pipes to extend along the exhaustmanifold of the engine resting on said manifold to .be supportedthroughout their length thereby, a cross pipe connecting the superheaterpipes near corresponding ends thereof, removable plugs cloeinothesuperheeter pipes at said ends thereor, :1 combined air and moisturesuptween the engine carburetor and intake manifold forming a, connectionbetween the 10 outlet of the carburetor and the intake of the manifold,and an outlet pipe connecting the opposite end of the other of saideuperheater pipes with said distributor.

In testimony whereof I a-filx my signature. LAVRENCE CLYDE MOORE. [1,.8-]

